US5325901A - Vehicle wheel incorporating tire air pressure sensor - Google Patents

Vehicle wheel incorporating tire air pressure sensor Download PDF

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Publication number
US5325901A
US5325901A US07/957,291 US95729192A US5325901A US 5325901 A US5325901 A US 5325901A US 95729192 A US95729192 A US 95729192A US 5325901 A US5325901 A US 5325901A
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United States
Prior art keywords
pressure
wheel
inertial mass
tire
response
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Expired - Lifetime
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US07/957,291
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English (en)
Inventor
Ross D. Olney
John W. Reeds
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DirecTV Group Inc
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Hughes Aircraft Co
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Application filed by Hughes Aircraft Co filed Critical Hughes Aircraft Co
Assigned to HUGHES AIRCRAFT COMPANY reassignment HUGHES AIRCRAFT COMPANY ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: OLNEY, ROSS D., REEDS, JOHN W.
Priority to US07/957,291 priority Critical patent/US5325901A/en
Priority to PCT/US1993/009236 priority patent/WO1994007705A1/en
Priority to EP93922426A priority patent/EP0614420B1/en
Priority to JP6509264A priority patent/JPH07502000A/ja
Priority to CA002124724A priority patent/CA2124724A1/en
Priority to DE69310137T priority patent/DE69310137T2/de
Priority to MX9306210A priority patent/MX9306210A/es
Publication of US5325901A publication Critical patent/US5325901A/en
Application granted granted Critical
Assigned to HUGHES ELECTRONICS CORPORATION reassignment HUGHES ELECTRONICS CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: HE HOLDINGS INC., HUGHES ELECTRONICS FORMERLY KNOWN AS HUGHES AIRCRAFT COMPANY
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Expired - Lifetime legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver

Definitions

  • the present invention generally relates to the art of automotive vehicles, and more specifically to a wheel for a vehicle incorporating a sensor for continuously monitoring the air pressure in a tire mounted on the wheel during operation of the vehicle.
  • Low tire pressure is a primary cause of excessive fuel consumption, tire wear and impaired steerability.
  • a normal tire will typically leak on the order of 25 percent of its pressure per year due to its inherent permeability. It is thus good practice to maintain tire pressure on a regular basis.
  • the present invention provides a vehicle wheel for mounting a tire thereon which incorporates a simple and inexpensive, yet accurate and reliable sensor for monitoring the air pressure in the tire.
  • a tire air pressure sensor is mounted on a vehicle wheel and includes an inertial mass which is urged radially outwardly by centrifugal force resulting from rotation of the wheel.
  • the tire air pressure is applied to the inertial mass in opposition to the centrifugal force.
  • the inertial mass moves radially outwardly and opens a switch.
  • the speed at which the switch opens is a predetermined function of the tire pressure.
  • another sensor is provided to sense when the tire pressure is below a minimum value.
  • a spring urges the inertial mass inwardly in opposition to the Centrifugal force, and the tire pressure is applied to a bellows having an end which moves radially outwardly in proportion to the applied pressure.
  • the bellows opens a first switch when the pressure is higher than the minimum value, and the inertial mass moves radially outwardly away from the end of the bellows to open a second switch when the wheel speed exceeds the value corresponding to the tire pressure.
  • the present sensor may be used exclusively for indicating the tire pressure to the vehicle driver, or may be used to control a system such as disclosed by Barabino in which air is automatically fed from a high pressure reservoir into a tire when the sensed pressure drops below a certain value.
  • FIG. 1 is a fragmentary cross sectional view illustrating a vehicle wheel and tire incorporating a tire air pressure sensor embodying the present invention
  • FIG. 2 is a sectional view illustrating an embodiment of the sensor in which the tire air pressure is applied to a piston, and the wheel is stationary or rotating at a relatively low speed;
  • FIG. 3 is similar to FIG. 2, but illustrates the sensor with the wheel rotating at a relatively high speed
  • FIG. 4 illustrates an embodiment of the sensor which is similar to that of FIGS. 2 and 3, but includes a rolling diaphragm for sealing the piston;
  • FIG. 5 illustrates an embodiment of the sensor in which the air pressure is applied to a bellows
  • FIG. 6 illustrates an embodiment of the sensor including a second bellows for sensing when the tire air pressure is below a minimum value
  • FIG. 7 is an electrical schematic diagram illustrating a switch arrangement of the sensor of FIG. 6;
  • FIG. 8a illustrates an embodiment of the sensor including a single bellows for sensing the tire air pressure and for sensing when the pressure is below a minimum value, in which the pressure is below the minimum value;
  • FIG. 8b is similar to FIG. 8a, but illustrates the sensor with the pressure above the minimum value and the wheel stationary or rotating at a relatively low speed;
  • FIG. 8c is similar to FIG. 8a, but illustrates the sensor with the pressure above the minimum value and the wheel rotating at a relatively high speed;
  • FIG. 8d is also similar to FIG. 8a, but illustrates the sensor with the pressure below the minimum value and the wheel rotating at a relatively high speed.
  • a wheel 10 for an automotive or other type of vehicle includes a rim 12 on which a tire 14 is mounted.
  • the wheel 10 further includes a circular body or wall 16 which extends radially inwardly from the rim 12 and is formed with holes (not shown) for mounting the wheel 10 on an axle of the vehicle.
  • a tire air pressure sensor 18 embodying the invention is preferably fixed to the rim 12 inside the inflation space of tire 14. In this manner, the sensor 18 is exposed directly to the air pressure in the tire 14. However, it is within the scope of the invention, although not explicitly illustrated, to mount the sensor 18 on the wall 16 or at another location and provide a conduit for transmitting the tire air pressure to the sensor 18.
  • the sensor 18 is mounted with its sensitive axis coincident with a radial axis 20 which perpendicularly intersects the rotational axis of the wheel 10.
  • the radially outward direction along the axis 20 is indicated by an arrow 22.
  • An electrical secondary winding or coil 24 is fixed to the wall 16 of the wheel 10 for integral rotation therewith.
  • An electrical primary winding or coil 26 is fixed to a structural member 28 of the vehicle which does not rotate with the wheel 10. The coil 24 is proximate to the coil 26 and inductively coupled thereto at the illustrated rotational position of the wheel 10.
  • the structural member 28 and wheel 10 are electrically grounded. Both ends of the coil 26 are connected to a detector unit 30. One end of the coil 24 is grounded, and the other end is connected to the sensor 18 through a lead 32.
  • the sensor 18 includes a switch 33 which is connected between the lead 32 and ground.
  • the switch 33 is in a first state (closed) at relatively low vehicle (tire rotational) speeds, and in a second state (open) at higher speeds.
  • the detector unit 30 includes circuitry for detecting whether the switch 33 in the sensor 18 is open or closed. The impedance of the coil 24 is reflected back to the coil 26, and appears as a small load when the switch 33 is open, and as a high load when the switch 33 is closed.
  • the detector unit 30 may include an oscillator (not shown) for applying constant current pulses to the coil 26 and circuitry for sensing the voltage across the coil 26. The voltage will be lower when the switch 33 is closed than when the switch 33 is open. Alternatively, the detector unit 30 may apply constant voltage pulses to the coil 26 and sense the current through the coil 26. The current will be higher when the switch 33 is closed than when the switch 33 is open.
  • a capacitor (not shown) may be connected in parallel with the coil 24 to form a parallel resonant circuit which oscillates in response to induced pulses from the coil 26 when the switch 33 is open and does not oscillate when the switch 33 is closed.
  • the oscillation in the coil 24 is reflected back to the coil 26 as a "ringing" signal which can be detected by the detector unit 30.
  • the sensor 18 is illustrated in FIGS. 2 and 3, and includes an electrically conductive housing or body 34 which is connected to ground.
  • a bore 36 is formed in the body 34 and extends along the axis 20. The radially inner end of the bore 36 is closed, whereas the radially outer end of the bore 36 communicates with the inflation space of the tire 14 through a passageway 38.
  • An electrically conductive piston 40 which constitutes an inertial mass is sealingly slidable in the bore 36 along the axis 20.
  • a pressure chamber 42 is defined in the bore 36 above a radially outer face 40a of the piston 40.
  • the pressure chamber 42 communicates with the inflation space of the tire 14 through the passageway 38, such that the pressure in the chamber 42 is the same as the pressure in the tire 14.
  • Rubber or plastic 0-rings 44 which fit in circumferential grooves 46 in the piston 40 to enhance the seal between the piston 40 and the wall of the bore 36.
  • An electrically conductive projection 48 extends from the radially inner end wall of the bore 36 toward a radially inner face 40b of the piston 40.
  • a conductive rod 49 extends through a bore formed through the central axis of the piston 40 and is insulated from the radially outer main body of the piston 40 by a sleeve 50 made of plastic or other electrically insulative material. The rod 49 and sleeve 50 are tightly fitted in the piston 40 and move integrally therewith.
  • the rod 49 is electrically connected to the lead 32 which extends through an insulator 51 for insulating the lead 32 from the body 34.
  • the projection 48 constitutes a first contact of the switch 33, whereas the rod 49 constitutes a second contact thereof. In the position of FIG. 2, the rod 49 contacts the projection 48 and the switch 33 is closed. In the position of FIG. 3, the rod 49 is spaced from the projection 48 and the switch 33 is open.
  • the O-rings 44 effectively insulate the piston 40 from the body 34, it is possible to omit the rod 49 and sleeve 50 and connect the lead 32 directly to the piston 40.
  • the illustrated arrangement is preferred since it enables the piston 40 to contact the body 34 without erroneously closing the switch 33. Such contact might result from wear after prolonged operation of the sensor 18.
  • the air pressure in the pressure chamber 42 acts on the radially outer face 40a of the piston 40 and urges the piston 40 radially inwardly opposite to the arrow 22.
  • the rod 49 is held against the projection 48 by the air pressure, and the switch 33 is closed.
  • the force Fout 4 mrV 2 /D 2 , where m is the mass of the piston 40, r is the radial distance from the center of rotation of the wheel 10 to the radially outer tip of the projection 48, V is the linear speed of the vehicle and D is the diameter of the tire 14.
  • the vehicle on which the wheel 10 is mounted conventionally includes a speedometer or tachometer for sensing the vehicle speed V.
  • the detector unit 30 comprises a computing circuit, which may be embodied by a conventional microprocessor or a dedicated hardware unit, for computing the tire pressure P by squaring the speed V and multiplying by the constant K.
  • the computed tire pressure P may be displayed on an indicator on the vehicle control panel, or used to automatically admit a supply of air into the tire 14 if the computed pressure is below a normal value such as 35 psi.
  • FIG. 4 illustrates a sensor 60 embodying the present invention which is similar to the sensor 18 except that the O-rings 44 are replaced by a rolling diaphragm 62 which is commercially available, for example, from the Bellofram company of Newell, W.V.
  • the central portion of the diaphragm 62 is clamped to the outer face 40a of the piston 40 by an electrically insulative face plate 64 and a screw 66, whereas the periphery of the diaphragm 62 is fixed to the wall of the bore 36 by an annular clamp 68.
  • a folded or “rolling" portion 62a of the diaphragm 62 extends into an annular space 36a between the piston 40 and the wall of the bore 36.
  • the lead 32 is connected to the screw 66, which is threaded into and provides electrical connection to the rod 49.
  • the operation of the sensor 60 is essentially similar to that of the sensor 18.
  • the section 36a is preferably sealed. Under ideal conditions, the pressure in the section 36a will remain constant at a known value.
  • the sensor 60 will operate accurately for an indefinite period of time if the diaphragm 62 is made of a material with low permeability.
  • the permeability of some rolling diaphragms which are commercially available at low cost is sufficiently high that air from the chamber 42 can slowly permeate through the diaphragm 62 into the section 36a. This will cause the pressure in the section 36a to gradually increase to the pressure in the chamber 42, rendering the sensor 60 inoperative.
  • a sensor 70 which is illustrated in FIG. 5 and includes a body 72 formed with a bore 74.
  • An inertial mass 76 which provides the function of the piston 40 described above, is disposed in the bore 74 for radial movement along the axis 20.
  • the mass 76 includes an outer spool 78 which is formed with a bore 78a.
  • a stepped plug 80 is fitted inside the radially inner end of the bore 78a.
  • a flange 82 extends radially inwardly from the radially outer wall of the body 72, and has a passageway 84 formed therethrough which leads to the inflation space of the tire 14.
  • a flexible, electrically conductive metal bellows 86 extends through the bore 78a, is fixed at its opposite ends to the plug 80 and flange 82 respectively.
  • a bellows 86 suitable for practicing the invention is commercially available from the Servomotor company of Cedar Grove, N.J.
  • the interior of the bellows 86 defines a pressure chamber 88 which provides the function of the pressure chamber 42 described above.
  • the tire pressure is transmitted through the passageway 84 into the pressure chamber 88 and exerts a corresponding force on a radially outer face 80a of the plug 80.
  • An elongated electrical feedthrough 90 extends through an insulator 92 into the bore 74.
  • the lead 32 is connected to the feedthrough 90.
  • the plug 80 is electrically connected to ground through the bellows 86, flange 82 and body 72 and constitutes one contact of a switch 91 which provides the function of the switch 33 described above.
  • the feedthrough 90 constitutes a second contact of the switch 91.
  • the bellows 86 is flexible, and can have negligible resilience (spring rate or constant), or a predetermined value of resilience. In either case, the air pressure in the chamber 88 acts radially inwardly on the face 80a of the plug 80, whereas centrifugal force resulting from rotation of the wheel 10 acts radially outwardly on the inertial mass 76 which includes the spool 78 and plug 80.
  • the bellows 86 is preferably made of a metal such as nickel which has extremely low permeability. Thus, substantially no air will leak from the chamber 88 into the bore 74 (external of the chamber 88), and the problem inherent in the sensor 60 which includes a low cost permeable rolling diaphragm 62 does not exist in the sensor 70.
  • the sensors 18, 60 and 70 described above provide an accurate indication of tire pressure under normal operating conditions. However, they are unable to detect a sudden loss of tire pressure at high speed, such as caused by a puncture, since the switch is open at high speed and will remain open after the loss of pressure.
  • run-flat tires retain their handling characteristics at zero tire pressure, a vehicle operator might not discover that a run-flat tire has been punctured until it has been driven for a sufficient distance to cause damage to the tire and a potentially dangerous situation.
  • a sensor 100 illustrated in FIG. 6 is similar to the sensor 70 of FIG. 5, but can detect an under pressure condition in a run flat tire even without slowing the car enough to close switch 33 includes an additional diaphragm and switch assembly for detecting when the air pressure in the tire 14 has dropped below a predetermined minimum value such as 15 psi.
  • the sensor 100 includes a body 102, and elements common to the sensor 70 which are designated by the same reference numerals.
  • a bore 104 is formed in the body 102 which extends perpendicular to the axis 20.
  • a flexible bellows 106 extends into the bore 104.
  • a plug 108 is fitted in the left end (as viewed in FIG. 6) of the bellows 106, whereas the right end of the bellows 106 is supported by a flange 110.
  • the tire pressure is transmitted to a pressure chamber 112 defined inside the bellows 106 through a passageway 114 formed through the flange 110.
  • the bores 74 and 104 are interconnected by a passageway 115.
  • An electrical feedthrough 116 extends through an insulator 118 which is fitted in a central hole in the flange 110.
  • the lead 32 is connected to the external end of the feedthrough 116, whereas the internal portion of the feedthrough 116 extends through the chamber 112 such that the left end of the feedthrough 116 is adjacent to the plug 108.
  • the plug 108 is connected to ground through the bellows 106, flange 110 and body 102 and constitutes a first contact of a low pressure sensing switch 120.
  • the feedthrough 116 constitutes a second contact of the switch 120.
  • the bellows 106 extends perpendicular to the axis 20, it is substantially unaffected by centrifugal force resulting from rotation of the wheel 10.
  • the pressure in the chamber 112 acts on the inner face of the plug 108, urging the bellows 106 to extend until the plug 108 abuts against the left wall of the bore 104.
  • the bellows 106 is resiliently extended in the illustrated position. The resilience of the bellows 106 urges it to compress and move the plug 108 rightwardly against the force of the pressure in the chamber 112.
  • the resilience (spring rate or constant) of the bellows 106 is selected such that the bellows 106 will compress to move the plug 108 rightwardly to engage with the feedthrough 116 and close the switch 120 when the pressure in the chamber 112 (tire pressure) is below the predetermined minimum value. When the pressure rises above the minimum value, it overcomes the resilience of the bellows 106 and moves the plug 108 away from the feedthrough to open the switch 120.
  • FIG. 7 A schematic diagram of the switches 91 and 120 is illustrated in FIG. 7.
  • the switch 120 When the tire pressure is below the minimum value, for example 15 psi, the switch 120 will remain closed at all vehicle speeds. Since the contacts 90 and 116 are both connected to the lead 32, the lead 32 will be connected to ground at all vehicle speeds in the low pressure condition.
  • the detector unit 30 senses that the lead 32 is grounded, the tire pressure must be below the minimum value.
  • the detector unit 30 is constructed or programmed to indicate the low pressure condition when the vehicle is moving above a predetermined speed V and the lead 32 is grounded.
  • FIGS. 8a to 8d illustrate another sensor 130 embodying the invention which provides all of the functions of the sensor 100 but includes only one bellows.
  • the sensor 130 includes a generally cup-shaped body 132 having a chamber 134 therein with a closed upper (as viewed in the drawing) end. The lower end of the chamber 134 is closed by a flange 136.
  • a generally cup-shaped inertial mass 138 is disposed in the chamber 134 for movement along the axis 20, and is urged toward abutment with the flange 136 by a compression spring 140.
  • the mass 138 has a radially inwardly facing surface 138a on which a projection 142 is formed.
  • An annularly shaped insulator 144 extends radially outwardly from the flange 136.
  • An annular contact 146 extends radially outwardly from the upper end of the insulator 144, and is connected through a lead 148 to a feedthrough 150 extending through an insulator 152 which fits in a hole in the body 132.
  • the lead 32 is connected to the feedthrough 150, whereas the body 132 is grounded.
  • a resilient bellows 154 extends through a bore 156 formed through the flange 136 and insulator 144. The interior of the bellows 154 is exposed to the tire pressure and constitutes a pressure chamber 158. The radially outer end of the bellows 154 is sealed by an electrically conductive end plate 160 which is connected to ground through the bellows 154, flange 136 and body 132. The mass 138 is connected to the feedthrough 150 through the spring 140 and a lead 162. Further illustrated is an insulator 164 which insulates the spring 140 and lead 162 from the body 132 and thereby from ground.
  • the contact 146 and plate 160 constitute a low pressure switch 166 which provides the function of the switch 120 described above.
  • the projection 142 and plate 160 constitute a switch 168 which provides the function of the switch 91 described above.
  • FIG. 8a illustrates the condition in which the vehicle is stationary or moving at very low speed and the tire pressure is below the minimum value.
  • the resilience of the bellows 154 is selected such that the bellows 154 will compress to move the plate 160 downwardly to engage with the contact 146 and close the switch 166.
  • the tire pressure acts in opposition to the centrifugal force resulting from rotation of the wheel 10
  • the tire pressure and centrifugal force both act radially outwardly.
  • the spring 140 exerts a radially inward force on the mass 138 in opposition to the centrifugal force.
  • the centrifugal force is zero or very low, and the spring 140 moves the mass 138 downwardly so that the projection 142 contacts the plate 160 and closes the switch 168.
  • FIG. 8b illustrates the case in which the pressure is above the minimum value, and the vehicle is stationary or moving at very low speed.
  • the pressure in the chamber 158 overcomes the resilience of the bellows 154 and the force of the spring 140 and moves the plate 160 away from the contact 146 to open the switch 120.
  • the switch 168 is still closed by the force of the spring 140.
  • FIG. 8c illustrates the condition in which the tire pressure is above the minimum value and the vehicle is moving sufficiently fast that the centrifugal force acting on the mass 138 moves it radially outwardly against the force of the spring 140 and the projection 142 disengages from the plate 160 to open the switch 168.
  • the switch 166 is also open such that the lead 32 is disconnected from ground.
  • the resilience of the bellows 154 is selected to be much higher than that of the spring 140.
  • the radial position of the plate 160 will vary in accordance with the pressure in the chamber 158, with negligible effect from the spring 140.
  • the plate 160 is moved progressively radially outwardly as the tire pressure increases and progressively compresses the spring 140 as long as the centrifugal force is insufficient to overcome the force of the spring 140.
  • the force exerted on the mass 138 by the spring 140 increases with tire pressure, and the centrifugal force and thereby the vehicle speed required to overcome the spring force increases with tire pressure.
  • the switch 168 thereby opens at a speed which increases with tire pressure in a predetermined manner as described above.
  • FIG. 8d illustrates the condition in which the vehicle is moving at a speed which is high enough to open the switch 168 but the tire pressure is below the minimum value.
  • the switch 166 is closed, and the low pressure condition is detected by the detector unit 30 as described above with reference to the TABLE.
  • the electrical switches described above which provide the outputs of the sensors can be replaced by pneumatic or other types of switches.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Measuring Fluid Pressure (AREA)
US07/957,291 1992-10-06 1992-10-06 Vehicle wheel incorporating tire air pressure sensor Expired - Lifetime US5325901A (en)

Priority Applications (7)

Application Number Priority Date Filing Date Title
US07/957,291 US5325901A (en) 1992-10-06 1992-10-06 Vehicle wheel incorporating tire air pressure sensor
CA002124724A CA2124724A1 (en) 1992-10-06 1993-09-29 Vehicle wheel incorporating tire air pressure sensor
EP93922426A EP0614420B1 (en) 1992-10-06 1993-09-29 Vehicle wheel incorporating tire air pressure sensor
JP6509264A JPH07502000A (ja) 1992-10-06 1993-09-29 タイヤ圧力のセンサ装置及び該センサ装置を備えた車両用ホイール
PCT/US1993/009236 WO1994007705A1 (en) 1992-10-06 1993-09-29 Vehicle wheel incorporating tire air pressure sensor
DE69310137T DE69310137T2 (de) 1992-10-06 1993-09-29 Fahrzeugrad mit reifendrucksensor
MX9306210A MX9306210A (es) 1992-10-06 1993-10-06 Rueda de vehiculo que incorpora un sensor de la presion de aire de la llanta.

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Application Number Priority Date Filing Date Title
US07/957,291 US5325901A (en) 1992-10-06 1992-10-06 Vehicle wheel incorporating tire air pressure sensor

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US5325901A true US5325901A (en) 1994-07-05

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US07/957,291 Expired - Lifetime US5325901A (en) 1992-10-06 1992-10-06 Vehicle wheel incorporating tire air pressure sensor

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US (1) US5325901A (ja)
EP (1) EP0614420B1 (ja)
JP (1) JPH07502000A (ja)
CA (1) CA2124724A1 (ja)
DE (1) DE69310137T2 (ja)
MX (1) MX9306210A (ja)
WO (1) WO1994007705A1 (ja)

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US5635691A (en) * 1995-09-25 1997-06-03 Ballyns; Jan Pneumatic pressure sensor switch device for a vehicle tire
US5824891A (en) * 1996-04-03 1998-10-20 Ssi Technologies, Inc. Method and apparatus for effiviently phase modulating a subcarrier signal for an inductively coupled transponder
US6175302B1 (en) * 1999-04-02 2001-01-16 Tien-Tsai Huang Tire pressure indicator including pressure gauges that have a self-generating power capability
US6177867B1 (en) 1999-04-09 2001-01-23 Eaton Corporation System for wireless communication between components of a vehicle
US6744355B2 (en) 2001-06-26 2004-06-01 The Yokohama Rubber Co., Ltd. System for notifying person of level of danger of occurrence of tire failure
US20060032300A1 (en) * 2004-08-10 2006-02-16 Siemens Vdo Automotive Locking device for a housing of a tire pressure detector
US20060102268A1 (en) * 2004-11-12 2006-05-18 Richard Loewe Tire pressure maintenance device
US20060283534A1 (en) * 2005-06-17 2006-12-21 Delphi Technologies, Inc. Tire pump
US20070151648A1 (en) * 2004-11-12 2007-07-05 Loewe Richard T Tire pressure maintenance device
US20090079556A1 (en) * 2007-09-21 2009-03-26 Advanced Tire Pressure Systems, Inc. Tire pressure monitoring system having a collapsible casing
US20100288411A1 (en) * 2004-11-12 2010-11-18 Richard Loewe Tire Pressure Maintenance Device
US20130174938A1 (en) * 2012-01-09 2013-07-11 Vladimir V. Vanstevich Method and apparatus for enhancing the damping of pneumatic tires
EP3113202A1 (en) * 2015-06-30 2017-01-04 Kidde Technologies, Inc. Detector utilizing an adjustment screw and a bellows
US11277054B2 (en) * 2018-11-07 2022-03-15 Look For The Power Llc Power generating system using induced currents from vehicle wheel rotation

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Publication number Priority date Publication date Assignee Title
JP4121843B2 (ja) * 2002-12-12 2008-07-23 横浜ゴム株式会社 タイヤ用センサ装置

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Cited By (30)

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US5635691A (en) * 1995-09-25 1997-06-03 Ballyns; Jan Pneumatic pressure sensor switch device for a vehicle tire
US5824891A (en) * 1996-04-03 1998-10-20 Ssi Technologies, Inc. Method and apparatus for effiviently phase modulating a subcarrier signal for an inductively coupled transponder
US5844130A (en) * 1996-04-03 1998-12-01 Ssi Technologies Apparatus for maintaining a constant radial distance between a transmitting circuit and an antenna coil
US5939977A (en) * 1996-04-03 1999-08-17 Ssi Technologies, Inc. Method and apparatus for synchronizing to a data stream for an inductively coupled transponder
US6304610B1 (en) 1996-04-03 2001-10-16 Ssi Technologies, Inc. Method and apparatus for synchronizing to a data stream for an inductively coupled transponder
US6175302B1 (en) * 1999-04-02 2001-01-16 Tien-Tsai Huang Tire pressure indicator including pressure gauges that have a self-generating power capability
US6177867B1 (en) 1999-04-09 2001-01-23 Eaton Corporation System for wireless communication between components of a vehicle
US6744355B2 (en) 2001-06-26 2004-06-01 The Yokohama Rubber Co., Ltd. System for notifying person of level of danger of occurrence of tire failure
US7168309B2 (en) * 2004-08-10 2007-01-30 Siemens Vdo Automotive Looking device for a housing of a tire pressure detector
US20060032300A1 (en) * 2004-08-10 2006-02-16 Siemens Vdo Automotive Locking device for a housing of a tire pressure detector
US20070151648A1 (en) * 2004-11-12 2007-07-05 Loewe Richard T Tire pressure maintenance device
US7784513B2 (en) 2004-11-12 2010-08-31 Richard Thomas Loewe Tire pressure maintenance device
US20070107822A1 (en) * 2004-11-12 2007-05-17 Richard Loewe Tire pressure maintenance device
US7237590B2 (en) 2004-11-12 2007-07-03 Richard Loewe Tire pressure maintenance device
US20060102268A1 (en) * 2004-11-12 2006-05-18 Richard Loewe Tire pressure maintenance device
US8955566B2 (en) 2004-11-12 2015-02-17 Richard Loewe Tire pressure maintenance device
US7357164B2 (en) 2004-11-12 2008-04-15 Richard Loewe Tire pressure maintenance system
US20080135151A1 (en) * 2004-11-12 2008-06-12 Richard Loewe Tire pressure maintenance device
US20100288411A1 (en) * 2004-11-12 2010-11-18 Richard Loewe Tire Pressure Maintenance Device
US7607465B2 (en) 2004-11-12 2009-10-27 Richard Loewe Tire pressure maintenance device
US7322392B2 (en) * 2005-06-17 2008-01-29 Delphi Technologies, Inc. Tire pump
US20060283534A1 (en) * 2005-06-17 2006-12-21 Delphi Technologies, Inc. Tire pump
US7804396B2 (en) 2007-09-21 2010-09-28 Advanced Tire Pressure Systems, Inc. Tire pressure monitoring system having a collapsible casing
US20090079556A1 (en) * 2007-09-21 2009-03-26 Advanced Tire Pressure Systems, Inc. Tire pressure monitoring system having a collapsible casing
US20130174938A1 (en) * 2012-01-09 2013-07-11 Vladimir V. Vanstevich Method and apparatus for enhancing the damping of pneumatic tires
EP3113202A1 (en) * 2015-06-30 2017-01-04 Kidde Technologies, Inc. Detector utilizing an adjustment screw and a bellows
CN106328436A (zh) * 2015-06-30 2017-01-11 基德科技公司 利用调整螺钉和波纹管的检测器
US9970837B2 (en) 2015-06-30 2018-05-15 Kidde Technologies Inc. Detector utilizing an adjustment screw and a bellows
CN106328436B (zh) * 2015-06-30 2020-03-17 基德科技公司 利用调整螺钉和波纹管的检测器
US11277054B2 (en) * 2018-11-07 2022-03-15 Look For The Power Llc Power generating system using induced currents from vehicle wheel rotation

Also Published As

Publication number Publication date
EP0614420A1 (en) 1994-09-14
WO1994007705A1 (en) 1994-04-14
CA2124724A1 (en) 1994-04-14
MX9306210A (es) 1994-05-31
JPH07502000A (ja) 1995-03-02
DE69310137D1 (de) 1997-05-28
EP0614420B1 (en) 1997-04-23
DE69310137T2 (de) 1997-11-27

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